Friction draft-gear.



J. P. COURSON. FRICTION DRAFT GEAR.

APPLICATION FILE!) rm, 8, 1909.

Patented Jan 4,1910.

2 SHEETS-$113121 1.

Wb zesaas' myms Pulw! in: mm; msmnowu c J. F. COURSUN.

FRICTION DRAFT GEAR.

APPLICATION nun r1118, woe.

Patented Jan. 4, 1910.

2 SHEETS-SHEET 2.

JOHN F. COUBSON, 0F PITCAIRN, PENNSYLVANIA.

FBICTIQN DRAFT-GEAR.

Specification of Letters latent.

Patented Jan. 4, 1910.

Application fled February 8, 1900. Serial K0. 476,589.

To all whom it may concern:

Be it known that 1, JOHN F. CoUusoN, a citizen of the United States, residing at Pitcairn, in the count of Allegheny and State of Pennsylvania, ave invented certain new and useful 1m rovements in Friction Draft Gear, of which the following is a specification, reference being had therein to t e accompanying drawing.

My invention relates to the class of friction draft gearing or rigging for railway cars, etc., and it has for its ob ect to provide a draft aring of simple construction and high elliclenc and is designed to utilize the wed 'n an releasing qualities of wedge blocfisbetween the central buffing member and surrounding friction member or members, having faces disposed at varyi angles, together with centrally arrange fixedl secured longitudinal friction element,

an to other features of construction as shall be more fully hereinafter set forth in the -specification and embodied in the claims.

In the aceompan ing drawings illustrating the invcntion:'Fi gure 1 is a central horizontal sectional view of the complete draft rigging assembled, the parts being in their extended position. Fig. 2 is a vertical secs tional View at right angles to Fi 1 the parts beingin the same position. Fig. 3 is a transverse sectional view on the line III. III. of Fi 2. Fi 1; is a View similar to. Fig. '2 s owing t e parts in compressed position. Fig. 5 1s a perspective detail view of the incloslng cylindrical shell or casing for the working parts. Fig. 6 is a similar view of one of the bufiing blocks which normally enga c the draw bar. Fig. 7 is similar view 0 one of the movablefriction blocks for engaging with the central fixed friction block. ig. 8 is a similar view of one of the friction blocks for engagement with the outer shell. Fig. 9 is a similar view of one of the differential angle wedge. blocks inserted between the buffing block and the main movable friction block. Fig. 10 is a similar View of-the central stationary fric- F1 11 1s a slmllar View of tion ton ue. one of t e interlbcking blocks for holding said tonguein engagement with the shell.

In the drawings, 2 represents the draw bar of-the coupler fixedly connected with the yoke 3 by the transverse bolts 4 in the man ner customary in this art, said yoke embracing'the casing 5 mounted between the center than faces 12 ofthe bufiin sills 6, 6, and preferably bearing upon casing 5 at top and bottom as shown.

7 is a block or piece set against the rear end 0 casing 5, a ainst the outer end of which block bears t e rounded end 8 of'the strap 3 with an interposed filling block 9, preferably secured to'the end of the strap as shown. 7

10 are the front stops which sustain the pulling effect of the draft gear and impart t to the center sills 6, to which the said stops, of angle form, are secured by riveting or otherwise.

11, 11, are the bufling blocks of the construction shown in Fig. 6, bearing. by their front ends against the stops 10 an also normall a ainst the rear end of draw bar 2, said u ng blocks havin at their inner rear portions angularly shou dered Wedgefaces 12, 12, their outer faces 13 being rounded cylindrically to engage the inner cylindrical face ofcasing 5.

14 is a centrally arranged relatively stationary friction tongue extending transversely between the inner walls of cylinder 5 and fixedly connected therewith by means of interlocking keys 15 inserted in o )enings .16. 16, in the sides of said tongue, our in receiving sockets 17, 17, in the inner front )O1i.ion of the casing, as clearly shown in 1. The rear bodyportion of said tongue is narrowed and extends backwardly as shown, the opposite faces of the tongue being grooved as indicated at 18, 18, on opposite sides, thereby providing frictional surfaces for the main movable similarly grooved faces 32 of friction blocks 19, Fig. 7. Said frictional blocks are generally semi-cylindrical in outline at their rear portions to fit loosely within the casing 5 and their outer body portions are provi ed with angle faced wedge bearing surfaces 20 at a somewhat more acute angle to the lon itudinal center locks 11. Between said faces 20 on t re main movable friction blocks and face 12 of the bufiing blocks, are inter osed the differential angle wedge blocks 21 aving upon their outer portions the wedge faces '22, upon their inner portions the wedge facesl23 of a more acute angle to the longitudinal center relatively than faces 22, and at their outer end ortions wedge faces 24. Between said aces 24: and the ilmer curved faces of the casing 5 are interposed additional friction blocks 25 having curved faces 26 corresponding to the curve of the inner faces of casing 5, innerforward wedge faces 27, and inner rear wedge faces 28, ada )ted to make contact with faces 24 of we ge block 21 and incidentally with faces 20 of friction block 19 respectively, in the 0 eration of the device.

The forward portion of the main movable friction block 19 interfits with the inner forward shoulder of wedge 12, as indicated in Figs. 2 and 4, whereby longitudinal separation of these )arts is prevented. As thus assembled it will be seen that relative moveof cylinder 5 and the outer faces of the semi cylindrical flange elements of the main mofva le friction blocks 19, are the bufling springs 30 and 31, nested compactly together and adapted to interpose increasing resistance either -to the impact of butting in the operation of coupling or in the initial operation of startin the car.

The ob]ect of the present construction is, as is generally the case in all similar apparatus, to interpose a high degree of frictional resistance between -the moving arts and the relatively stationary parts of tie apparatus, 6. e., between casing 5 and the outer faces 13 of bufling blocks 11 and friction blocks 25, and between the inner longitudinally grooved faces 32 of the main movable friction blocks 19 and the similarly grooved friction faces 18 of the relatively stationary friction ton ue 14. This object is secured b the wedging action of the interposed b ocks 21 an 25, due to the expanding effect of their tapering faces co-acting with the corresponding tapering faces of the bufling blocks and friction blocks.

A further object is to prevent jamming and provide for immediate and easy 0 eration of these parts upon expansion 0 the springs. When ressure is relieved, either from pulling or ufiing action, the springs will act through friction blocks 19 to force the parts outwardly, and release them from enga ement. This action is greatly facilitate by the differential an le wedge blocks in the manner described. Tins upon release of pressure, the relation of the angles is such that the more obtuse angles 22 of wed e blocks 21 facilitate separation and a resni ting backward travel of buflin blocks 11, thereby immediately releasing t e frictional contact and overcoming any tendency to bind, so that the wear of the parts le'reduced to a minimum and their easy, successful operation facilitated.

While the use of acute anglewedges is of eat advantage and the se arating effect is increased in proportion to t e force of im- ,pact, limitations have heretofore existed by reason of the fact that uick separation has been prevented due to t e binding action of such acute wedges. This disadvantage is 7r completely overcome in my present construction.

The operation of the a paratus will be readily understood from tlie foregpin description. In bailing, the bufiin 100 s 16 move to a suflicient extent into t e casing 5 giving the desired wedging separation for operation of the friction elements, and in pulling the parts are similarly rotated by the strap 3 operating through blocks 9 and 7 against the end of the casin U on release of pressure from either irection, the resiliency of the springs will replace the parts in their normal or relative positions.

Having described my invention, what I claim is 1. In a frictiondraft gear, the combination with the casing, of a fixed friction element, friction blocks engaging said element, buffing blocks, and inter osed differential angle Wedge blocks, su stantially as set forth.

2. In a friction draft gear, the combination with the casing, of a fixed friction element having longitudinally grooved faces, friction blocks havin similar faces engaging said element, bu ng blocks, and interposed difierential angle wedge blocks, substantially as set forth.

3. In a friction draft gear, the combina- 5 tion with the casing, of a centrally arranged friction tongue, friction blocks en aging said tongue at each side, bufling bloc s engaging the casing, and differential angle wedge blocks interposed between the fr1c 11 tion blocks and the butting blocks, substantially as set forth.

4. In a friction draft gear, the combination with the casing, of a fixed friction element, friction blocks engagin said element, batting blocks, interposed di erential an le wedge blocks, and sup lemental friction blocks engaging said we ge blocks, substantially as set forth. V

5. In a friction draft gear, the combination with the casing,iof a fixed friction element, friction. blocks engaging said element having faces inclined to the longitudinal center of the casing, bufiing blocks having opposing faces more abruptly inclined than said faces,and interposed differential angle wedge blocks, substantially as set forth.

6. In a friction draft gear, the combination with the casing, of a longitudinally grooved friction tongue fixedly secured transversely of the casing, friction blocks having grooved faces engaging said tongue at each side and provided with inclined wedge-bearing faces, bnfling blocks having faces engaging the interior of the casing and inclined Wedgebearing faces, and. differential angle wedge blocks interposed be tween the friction blocks and the huffing blocks, substantially as set forth.

7. In a friction draft gear, the COlllblllfl tion with the casing, of a longitudinally grooved friction tongue fixedly secured transversely of the casing, friction blocks having grooved faces engaging said tongue at each side and provided with inclined wedge-bearing faces, butting blocks having faces engaging the interior of the casing and inclined wedge-bearing faces, di'tt'erential angle wedge blocks interposed between the friction blocks and the bntling blocks, and supplemental friction blocks engaging said wedge blocks and the casing. substantially as setforth.

8. In a friction draft gear, the combination with the casing, of a fixed friction tongue, friction blocks, butling blocks, interposed differential angle wedge blocks. spring mechanism, and draw bar and yoke mechanism arranged to transmit movement to said parts, substantially as set forth.

9. In a friction draft gear, the combination with the casing, yoke and draw bar; of a fixed friction tongue, friction blocks, buffing blocks, and interposed differential angle wedge blocks, substantially as set forth.

10. In a friction draft gear, the combination with the casing, yoke and draw bar: of a friction tongue, friction blocks, butting blocks, interposed differential wedge blocks. spring mechanism, and supplemental friction blocks, substantially as set forth.

In testimony whereof I aflix my signature in presence of two witnesses.

JOHN F. COURSON. Witnesses:

C. M. CLARKE, CHAS. S. LEPLEY. 

